Speed-controlling mechanism for vehicles.



F. T. JONES. SPEED CONTROLLING MECHANISM FOR VEHICLES.

APPLICATION FILED JUNE 18. 1913.

EASLQE F; Patented M2119, 1915.

2 SHEBTS-SHEET L F. T. JONES.

SPEED CONTROLLING MECHANISM FOR VEHICLES.

APPLICATION FILED JUNE 18. 1913.-

Patented Mar. 9, 1915 2 SHEETS-SHEET 2.

3 R N 1 I ilE $TAT PATENT? @lfi l liida FRANK '1. JONES, OF BALTIMORE, MARYLAND, ASSIGNOR, BY MESNE ASSIGNMENTS.

TO THE AMERICAN TRAIN CON'TROL COMPANY, A GORPORATION OF MARYLAND.

SPEED-CONTROLLING MECHANISM FOR VEHICLES? To all whom it may concern Be it known that 1, FRANK T. Joxns, a citizen of the United States, residing at Baltimore, in the State of Maryland, haveinvented certain new and useful Improvements in Speed-Controlling Mechanism for Vehicles, of which the following is a specification. I

This invention relates to an automatic speed controlling mechanism for railway vehicles and has for one object to provide an improved means for requiring the speed 10f a train or vehicle to be reduced under certain road conditions, or be broughtto a stop. And another object is to provide an improved means whereby a train or vehicle may proceed at a greatly-reduced or safe speed when the track ahead is occupied byanother train or is otherwise in a condition Where a high speed would be dangerous.

The. invention herein set forth relates more particularly to a novel arrangement of track mechanism which is ope-rated in connection with a train control system wherein a normal circuit and current on the engine or other vehicle is interrupted during the passage of contact shoe, which the engine or vehicle carries, over ramp rails which are located at intervals along the trackavay, and during which interruption, if the vehicle is to proceed, a ,subslitute current will be picked up from the ramp rail bythe shoe and supplied on the engine or vehicle while,

the said'normal' Vehicle current and circuit is broken thereby enabling the substitute current to dothe work of the normal vehicle current either in holding the brakes off or allowing the steam or other motive power conditions to remain'such on the vehicle as to permit the latter to proceed.

An exampleof an apparatus on the ve-- hicle such as above noted will be found in 1 S. Patents, 1,010,371 and 1,010,372 to which attention is directed.

The present invention therefore relates to a safety train control mechanism whereby a train may enter a-block already occupied or in which thetraclz conditions are altered and not in condition for high speed, provided such train enters the block at a much reduced speed or aspeed that Will enable the engineer to maintain sufficient control to stop upon reaching the place of danger.

On the other hand if'the engineer disre- Specification of Letters Patent.

Patented Mains, 1915.

Application filed June 18, 1913. Serial No. 774,287.

cards the signals or the lack of a signal to safe speed, but allow the vehicle to-proceed at a safe speed. Fig. 2, illustrates the invention in a diagrammatic way'as applied. to a stretch of track where a switch is located, and Fig. 3, shows a side view of one of the ramp rails.

In carrying out the invention 1 utilize the track rails, l, as a part of a track circuit and intcrpose insulation, 1?, in the rails at intervals to form blocks or sections. Each block or section is provided with a current supply, 3, one sideof which supply is connected by a conductor. 4, to one rail and the other side of the supply being connected by a conductor. 5. to the other railv 1n the present instance two blocks or sections, 6, and, 7. respectively are shown and the safety control device on the trackway for block, 7, only is shown. Each block or section, in the present instance has a caution ramp rail, 8, and a stop ramp rail, 9both of which are located at a convenient piace with re spect to the track rails,the caution ramp rail in the present instance being shown slightly further from the track" than the stop ramp rail in order that the two ramp rails shall be out of alinement to permit one shoe on the vehicle to engage one ramp rail and another shoe also on the vehicle to encage the other ramp rail, as will presently be more Fully explained. The two ramp rails, 8, and, 9, have connection by wires, 10, and, 11, and, 12, with. a switch,13, which latter has two contact arms, 14, and, 15,

respectively and the switch, 13, is controlled side of the local battery or current rails, 53, and, 9, for block, 2", are located adjacent to the exit end of block, 6, but that the clectro-magnct, 16, which controls the switch, 13, with which those ramp rails, 8, and, 9, are connected, is normally actuated by a track current from the battery, 3, and rails, 1, of block, 7. By this arrangement of the track circuit through the electrdmagnet, 16, when the block, 7, is clear and unoccupied by a vehicle, the said magnet will normally be energized so as to hold the switch, 13, attracted and in one of its two positions and when so held the arm, 15, of the switch will engage a contact, 19, from which a wire, 20, leads to and connects with one side of a local battery or current supply, 21. It will thus be understood that when block, 7, is clear, electro-magnet lfi, will be energized by the track current from said block, 7, and that the electro-magnet will attract switch, 13, so that arm, 15, of the latter Wlll engage contact, 19, and have a connection through wire, 20, with one side of the local current supply or battery, 21. It will also be seen that when arm, 15 engages contact, 19, that both ramp rails, 8, and, 9, will have a connection with the said one side of local current supply or battery, 21, through wires, 10, 13., and, 12, and switch, 13. Therefore when block, 7, is clear, both ramp rails, 8, and, 9, will have a connection with the one pp y, 21. ll hen however block, 7, is occupied by a vehicle, 22, as shown in Fig. l, the track current from that block will be out ofi from electro-magnet, l6, and the switch arm, 15,

will drop away from. contact, 19, and break the connection from the one side of local current supply or battery, 21, to both ramp rails.

A conductor, 23, has one end connected with, one of the track rails and the other end of said conductor leads to and is connccted with the othcr side of the local current supply or battery,21. it will thus be understood that when the block is clear one side of the local current supply or battery, 21, of the controlling device for that block, will be connected to one of the track rails of the block: next preceding it while the other side of said local current supply or battery, 21, will have connection with both the caution and the stop ramp rails, 8, and, 9, but when the block is occupied the connection from the local current supply to the ramp rails, 8, and, 9, will be broken because switch arm, 15', will have dropped away from contact, 19, as shownin Fig. 1, of the drawing.

in so far as has been described the device is substantially the same as set forth in the Patents 1,010,371 and 1,010,372 heretofore referred to in so rent supply'when a block ahead is clear or cial circuits must ram tained through far as the ramp rails are connected or disconnected with a local cur occupied but in addition to this the present invention proposes to allow the train to proceed at a safe speed although the'block ahead is occu ied or in case the track conditions of said look ahead are such that high speed would be dangerous. To do this spebe provided on both the vehicle and the trackway which coact to prevent a stoppage of the vehicle if the latter is proceedm slowly but to bring the train to a stop i the speed is above a predetermined low speed. Each controlling device guarding the entrance to a block is provided with a local electro-magnet, 24, whose action indirectly causes a train or vehicle to be stopped, or allow' such vehicle to proceed, depending on the condition of the track ahead and the speed at which the vehicle is traveling. This local electro-magnet, 24, is so arranged that during occupancy by a vehicle of the block which it is guarding, it (said magnet) will be interposed between the ram rails and the track rail but said magnet wlll not be energized because of no current supply during the absence of a second vehicle or train. The said interposition of this electro-magnet, 24 is efiected from the ramp rail, 9, b conductors, 12, and, 11, to switch, 13; sw1tch-arm, 14, to a contact, 25, and by conductor, 26, to clcctro-magnetvg24, then through resistance, 27, to conductor, 23, and by the latter to track rail, 1. It will thus be noted that while electro-magnet, 24, has one connection with rail, 9, and another connection with trac rail, 1, said connections are only mainthe switch, 13, and then only when conditions in block, 7, are such that a train or vehicle should not enter from, block, 6, except at a slow speed, because at:

such" such times the position ofthe switch is that its arms, 14, will engage contact, 25.

An armature, 28, is so located with respect to electro-magnet, 24, that it may be attracted uponthe energizati'on of said magnet and when so. attracted said armature Wlll move into engagement with a contact, 29. This contact, 29, has connection through a conductor, 30, to one side of local current supply or battery, 21, and whenthe armature, 28, has been moved by elcctro-magnet, 24,

into engagement with contact, 29, the connection from the said one side of local cur rent-supply or'battery, 21, will be extended through the armature, 28, and by wire, 31, to elcctro-magnet, 24, and conductor, 26, to switch, 13, and then by conductors, 11, and, 12, to ramp rail, 9. It will therefore be seen that when electro-magnet, 24, is energized it will move armature, 28, to engagement with contact, 29, whereupon va connection will be made from one side of the local current supply or battery, 21, through magnet, 24, to keep the latter energized and then to the stop ramp rail, 9. At such time there" will also be a connection from the other side of the local current supply, 21, by conductor, 23, to track rail, 1, in block, 6.

The armature, 28, is connected with a retarding device to cause it to move slowly 4 when electro-magne't, 24:, is first energized so as to effect a delay or a time interval be tween the time the electro-magnet, 24, is energized and the moment when armature, 28, will reach c0ntact,'29. The particular form of this retarding device is immaterial so long as it will effect a delay in the engagement of armature, 28, with contact, 29. The exact ,delay is also not essential and may be one time-period or another, but, it is desirable that the delay beuniform because the energization of the el'ectromagnct, 24, takes place as the result of conditions in the block ahead which make it desirable that a train or vehicle should proceed at a safe speed and such energization actually occurs onlywhen the vehicle reaches the ramp rail, 9, and the speed of the vehicle is to be taken 'into account. The retarding device however,

in the present instance comprises a plate, 32, whose lower end projects into a receptacle, 33, containing oil so that when armature, 28, moves, a movement will be imparted to the plate, 32, which must displace the oil in making its movement, thereby retarding its operation.

The vehicle mechanism and circuits are illustrated diagra matically in Fig. 1, and will now be briefi described. One wheel, 34:, of thevehicle is shown and a magnetic controlling device, 35, for either steam or air is shown as carried on the vehicle. A

caution contact shoe, 36, and a-stop contact shoe, 37,are also illustrated as part of the vehicle equipment as is also a signal such as a bell, 38. A switch, 39,is also provided on the vehicle in such relation to the stop contact shoe, 3?, that a rod, 4E0, maybe actuated by the shoe when the latter rides up onto a ramp rail, 9, and said rod will engage and cause theswitchto be moved with respect to a contact: 11. A current supply or battery, 42, is also located on the vehicle and a conductor, 43, connects one side of the said current supply with. the switch, 39, on the vehicle. From the switch contact, 41, a conductor, 44:, leads to the valve or other controlling device, 35, and another conductor, 15,connects the said controlling device, 35, with the other side of battery, 42. It will thus be seen that the vehicle has a normal circuit from current supply, 42, through switch, 89, and valve or controller, 35, back to the supply which will by energizing'an electro-magnet in said controller, 35, hold the controller in a position toqiallow the usual operations of the steam or fair brake mechanisms. A conductor, idextends from the axle, 47, of thwheelfto and connects ith the conductor, 45, at one side of the controlling device. Another conductor, 48, connects conductor, 46, with the signal or hell, 38, and one other conductor, 1-9, connects the hell or signal, 38, with the caution shoe, 36. It will also be noted by reference to the diagrammatic vehicle circuits that a conductor, 50, connects the stop shoe, 37, with the contact, 41, with which the switch, 39, engages. The stop shoe, 37, is presumed to be pivoted at, 51, to a bracket, 52, so that the end which carries the rod, 40, may move upwardly when the shoe passes onto the inclined end, 53, of the stop ramp rail, 9, which latter is shown in Fig. 3. The stop ramp rail, 9, may have a long gradually inclined end, 53, and 'then a second incline, 5%, for a purpose presently to be explained. This however is not essential.

The operation of the devices above described will now be explained. It is believed to be clear that when the block is clear the energization of electro-magnet, 16, by the track current from battery, 3, will cause switch, 13, to be so moved and held by said magnet as to connect both ramp rails, 8, and, 9, with one side of local current supply,.2l. During sucl'rclear track conditions the connections between the ramp rails, 8, 9, and the one side of local current supply, 21,-will be as follows: By wires, 1O, 12, and, 11, to switch, 13, and by switch arm, 15, contact, 19, and wire, 20. Thus it will be seen that one side only of the current supply,21. will have a connection with both ramp rails. From the other side of 35, then by conductor, 45, back to supply, 42.

When the vehicle reaches the ramp rail, 8, the caution shoe, 36,, will contact with the rail, 8, and immediately the circuit from local'currcnt supply, 21, will be completed from rail, 8, to shoe, 36, to conductor, 49, to signal, 38; then back by conductors, 48, 46, axle, 47, and wheel, 34:, to track rail and then by wire, 23, back to battery, 21, thereby completing the circuit by picking up a current and giving a signal of, safety on the vehicle. In a like manner when stop shoe, 37, reaches stop ramp rail, 9, said shoe will raise and move switch, 39, thus causing the normal vehicle circuit ,to be interrupted,

arm, 15, and contact, 19, together) and convey the picked .up current through conductor, 50, to, 44, to magnetic controller, 35, then re turn by conductors, 45, and, 46, to axle, 47, and wheel, 34, to track rail and finally re turn by conductor, 23,to local current supply, 21, thereby completing a picked up cu rent supply while the shoe is traveling over the stop ramp rail, 9, and the track ahead is clear. When however, a block is occupied, 'or the track conditions in the block are such as to reduce the speed thereon, it is deemed proper by some that a vehicle should be permitted to enter that block in order to maintain schedules, but at a much reduced speed, keeping the vehicle under control to be stopped quickly. The present invention therefore provides for this and the diagrammatic illustration in Fig, 1, shows the circuits in condition to allow the vehicle to enter block, 7, at a reduced speed, although that block, 7, is occupied by the vehicle, 22.

By referring to'Fig. 1 it will be noted that vehicle 22, has position in the block, 7, between the track current supply, 3, and the electro-magnet, 16, therefore said vehicle, 22, will cause a short circuit in the track current by the wheels and axles betweenthe track rails. 16, to become de'energized and the 'deenergization of said electro-magnet releases switch, 13, and allows switch arm, 15, to drop from contact, 19, thus breaking the connection between the switcharm and the one side of local current supply, 21, and

thereby breaking the connection from said' local current supply to the two ramp rails, 8,.and, 9. hen switch arm, 15, drops how'- ever from contact, 19, the other arm, 14, 0 that switch engages contact, 25, and at once a connection (but not a circuit) is formed through conductor, 26, to electro-inagnet, 24,- resistance, 27, and conductor, 23, to one of the track rails of block, (3. This is merely a connection however, and no current passes through electro-magnet, 24, consequently that magnet is not energized.

When the second or following vehicle approaches block, 7, the signal shoe, 36, first asses over ramp rail, 8, but owing to the reak between switch arm, 15, and contact, 19, current, from local supply, 23., cannot pass to the ramp rail, 8, and consequently the signal shoe cannot pick up, a current to operate the signal, 38, on the vehicle. The result is the lack of a signal to proceed and the engineer should immediately slow down. If the speed is cut down the vehicle will proeeed slowly and the stop shoe, 37, will next "ngage the stop ramp rail, 9, which latter is also cut oil from the local current supply, 21, because of the break between contact, 19, and switch arm, 15.

When the stop, shoe passes onto the low end, 53,1013 stop ramp rail, 9, the shoe will This causes the electro-magnet,

Lianne? slowly move vertically but immediately upon makin contact with the ramp rail, 9, the current from the vehicle supply, 12, will divide-same maintaining the normal vehicle circuit by conductor, 43, through vehicle switch, 39; conductor, i l, to and through the eleetro-rnagnet, 35, of the ve-' hicle controlling device then'back by conductor,-45, to the said supply, 12, thus keeping the controlling device from operating to stopthe vehicle, and part of the current from vehicle supply, 4:2, will pass through conductor, 50, to the shoe, 37, then through ramp rail, 9,'and by conductors, to switch, 13, and s'-vitch arm, 14; then by contact, 25, and conductor, 26, to and through electro-magnet, as, energizing the latter, then through resistancefi'i', and conductor, 23, to track rail, 1, and finally by wheel, 34, axle, 47, and conductors, -16, and, 15, back to vehicle current supply, 42. It will thus beseen that when the block, 7, is occupied and a second vehicle attempts to enter the same, the moment the stop shoe reaches ramp rail, 9, a current is picked up by the ramp rail from the vehicle and sent through the electro-magnet, 2%, to energize the latter and then returned to the vehicle and this occurs while the shoe, 37-, and rod, 40, are both moving upwardly and before the rod contacts with vehicle switch, 39, to

break the normal connection between the switch and conductors, 44, and, 50; This picked-up vehicle current, as above stated energizes electro-ma'gnct, 2%, and the energization of that magnet starts the armature,

28, toward thefmagnet, and toward the contact, 29, but the movement of this armature,

f' 28, is retarded because of the plate, 32,

sweeping through the oil in the receptacle, 33. This causes a predetermined period of delay in forming the connection between armature, 28, and contact, 29, and it is this period of delay that determines whether the vehicle shall be stopped or allowed to proceed. H the speed has been reduced and is safe the movement of the shoe, 37, over the ramp rail, 9, will be comparatively slow and before the rod-40, the switch, 39, to move the latter the armature, 28, will have moved into engagement on the vehicle has reached 12', and, 11,

with contact, 29, which immediately throws local current supply, 21, again into connection with the ramp rail, 9, and allows current from said local current supply to be picked up from the said ramp rail and sent through the controller magnet, 35, on the vehicle before the break in the local vehicle supply at switch, 39, takes place-th'cbreak at said switch, 39, taking place immediately after the substitute current has been picked up by the shoe, 37, and sent through the vehicle 1 magnet, 35. This picked-up circuit on reduced"-'speed is as follows: from one side of localcurrent supply, 21, by conductor, 30,

contact, 29, armature, 28, conductor, 31, to

'electro-magnet, 24, keeping the latter energized; then-by conductor, 26, contact, 25, switch arm, 14, switch, 13,.and conductors, 11, and, 12, to stop ramp .rail', 9; then through stop shoe, 87, conductors, 50, and, at, to vehicle magnet, 35, keeping the latter energized; then return by conductors, 45, and, 46, to axle, 17, wheel, 34, to rail 1, and finally by conductor, 23, back to current sup )ly, 21.

i the speed of the vehicle 18 not reduced to at least a predetermined lower speed upon the failure to get a clear signal at-ramp rail, 8, then the stop shoe, 37, will ride over the ramp rail, 9, too fast and not give the vehicle current time to be picked up by the ramp rail, 9, sent through the magnet, 24, and move the retarded armature, 28, against contact, 29, before rod, 40, of the stop shoe moves the switch, 39, and the result is that ifswitch, 39, is moved before armature, 28, and contact, 29, are brought together, the vehicle magnet, 35, will. become denergized and the controlling device will operate to stop the vehicle.

From the foregoing it will be seen that when the block ahead is clear the local current supply, 21, will supply a substitute current direct to the vehicle magnet while the normal vehicle circuit is broken by the stop shoe raising suddenly by passing quickly onto the stop ramp rail. Then however the blcck ahead is occupied and the vehicle maintains a high speed the local current supply will be cut oil from the ramp rail and a stop will follow. On the other hand when the block ahead is occupied and the s eecl of the vehicle is reduced, the

Vehice current is first picked up by the.

- stop ramp rail to actuate a timing device "deduction of speed when a switch or crossand if the speed is slowed down sufiiciently, the timing device will form an indirect cirf i cuit from the local \current supply to the ramp rail which local current will then be picked up by the vehicle shoe and substituted for the normal vehicle circuit which latter then becomes interrupted. By utilizing the same principle of first picking up the vehicle current to operate a local timing mechanism and then form an indirect circuit from the local current supply to the con trolling device on the vehicle before the normal vehicle circuit is broken, the inventi'ouis equally applicable for requiring a over is being approachedms illustrated dia- ,"rainmatically in Fig. 2 i of the drawing. in this instance the same vehicle e uipment and track circuits are employed wit the exee""-tion that the local circuit switch, 55,

- w ich is interposed between the local current suppl 21, and ramp rails, 8, and, 9,

is operateg. by a mechanicalconnection, 56, tinnitus switch, 57. "in this instance the same contact points, 19, and, 25, are employed and the switch moves from one point to the other according to the position of the switch. Iithe switch connects with point, 19, the local current supply, 21, has one side directly connected through the switch to conductors, 11, 12, and, 10, and then to the ramp rails, 8, and, 9, and if the switch is in engagement with contact, 25, that same local current supply can only be connected to said ramp rails through conductor, 30, armature, 28, conductor, 31, timing electromagnet, 24, and conductor, 26, to switch, 55, and conductor, 1]., 12, and, 10, to the ramp rails. In this instance the mechanical connection, 56, takes the place of the electroniagnet, 16, in the form shown in Fig. 1

necessary to detail it. In this instance if the I switch is closed the vehicle can proceed at high speed and a clear signal Will be given at ramp rail, 8. When the vehicle reaches ramp rail, 9, if switch, 57, is closed the local current supply, 21, will be picked up by the stop shoe, 37. If the switch, 57, is open however, as shown in Fig. 2, no signal will be given at ramp rail, 8, and a reduction in" speed must be made or a stop will follow at ramp rail, 9. If speed is reduced'the vehicle current will be picked up by ramp rail, 9, sent through the electrotiming magnet, 24:, to operate armature, 28, and said armature will then close the indirect circuit from local current supply to ramp rail, 9, so the latter current can then be picked up and sent through vehicle magnet, 35, as a substitute for the normal vehicle current which then becomes interrupted.

Having thus described my invention what I claim and desire to secure by Letters Patcut is 1. A safety controlling device for railways wherein the vehicle is provided with a controlling device, an actuating device, and a normal vehicle circuit controlled by the actuating device and including the controlling device, in combination with the track railsformed into blocks; a contact means for each block with which the actuating means on the vehicle coacts to effect an interruption'of the normal vehicle -circuit; a current supply and a normal convehicle is traveling at a low speed.

2. A safety controlling device for railways wherein the vehicle is provided with a controlling device, an actuating device, and a normal vehicle circuit controlled by the actuating device and including the controlling device, in combination with the track rails formed ifi'to blocks; a contact means for each block with which the actuating means on the vehicle coacts to effect an interruption of the normal vehicle circuit; a current supply and a normal connection from one side thereof to the contact means to supply a substitute current on the vehicle at times while the normal vehicle circuit is interrupted; means for interrupting the connection between the latter current supply and contact means when conditions in the block require low, speed and means actuated by-the vehicle current for forming a connection from the said latter current supply through the controlling device on the vehicle when the latter is traveling at a low speed.

3. A safety controlling device for railways wherein the vehicle is provided with a controlling device, an actuating device and a normal vehicle circuit controlled by the actuating device andincluding the controlling device, in combination with the track rails formed into blocks; a contact means for each block with which the actuating means on the vehicle coacts to eifect an interruption of the normal vehicle circuit; a current supply and a normal connection from one side thereof to the contact means to supply 'a substitute current on the vehicle at timeswhile the normal vehicle circuit is interrupted; means for interrupting the connection between the latter current supply and contact means when conditions in the block require low speed and timing means actuated by the vehicle current for forming a connection from the said latter current supply to the said contact means when the vehicle is moving at a low speed.

4. A safety controlling device for railways wherein thevehicle is provided with a controlling device, an actuating device, and a normal vehicle circuit controlled by the actuating device and including the control- ;ling device, in combination with the track rails formed into blocks; a contact means for eachblock with-which the actuating means on the vehicle coacts to effect an interruption of the normal vehicle circuit; a current suppl' ands, normal connection from one si e t ereof to the contact means to supply a substitute current on the vehicle at times while the normal vehicle circuit is interrupted; means for interrupting the connection between the latter current supply and contact means when conditions in the block require low speed and interposed between the latter current supply and the said contact means and actuated by the vehicle current for forming a connection between said current supply and said contact means when the vehicle is traveling at a low speed.

-5. A safety controlling device for railways wherein the vehicle is provided with a controlling device, an actuating device anda normal vehicle circuit controlled by. the actuating device and including the said controlling device, in combination with the track -rails formed into blocks; a contact means for each block with which the actuating means on the vehicle coacts to eflect an interruption of the normal vehicle circuit; a local current supply having a normal connection from one side thereof to the said contact means; means for interrupting the said normal connection between the local supply and said contact means when conditions in the block require low speed, and means for forming a substitute circuit from the said local current supply through the controlling device on the vehicle when the latter is traveling at the required low speed.

6. A safety controlling device for railways wherein the vehicle is providedwith, a controlling device, an actuating device and a normal vehicle circuit controlled by the ac? tuating device and including the said controlling device, in C0mblI\8.l l0I1 with the track rails formed into blocks; a contact means for each block with which the actuating means on the vehicle coacts to effect an interruption of the normal vehicle circuit; a local current supply having a normal connection from one side thereof to the said contact means; means for interrupting the said normal connection between the} local. supply and said contact means when conditions in the block require low speed; means interposed between the said contact means 7. A safety controlling device for rail- U ways wherein the vehicle is'provided with a controlling device, an actuating device and a normal vehicle circuit controlled by the actuating device and including the said controlling device, in combination with the trackrails formed into blocks; a contact means for each block with which the actuating means on the vehicle coacts to effect an interruption of the nor1nal vehicle circuit; a local current supply. having a normal direct connection from oneside to the i said contact means; means for interrupting said direct connection when low speed of the vehicle is IEfillllffifii anti means for toms ing an indirect connection from side of the said local current supply through the said contact means to the controlling vice on. the vehicle when. the is inp; at the requiredv low speed.

8. A safety controlling olevice to? i'c Ways wherein the vehicle i provide wi e controlling device, an cctuetiiig' device a normal vehicle circuit controller by i c, actuating device and including the said trolling device, in combination with. track mils formed into blocks; e contact means for each block with which the actuating means on the vehicle coacts to effect interruption of the normal vehicie circuit; a local current supply; a, norm-cl connccfilo between tie local current supply and. the said contact means; a switch in said connection; means for operating the switch to terrupt said normal connection when slow speed of the vehicle is required and moons controlled by the operation of switch interposed between the seicl contactnieces and track to send current from the local current supply through controlling device on the vehicle when the letter traveling at the requirerl low speed;

5"" A setety controlling device "for mii- Weys wherein the vehicle is provided with e controlling device, an actuating device e normal veiiicie circuit conti'oiieli the actuating clcvice and inciuding; the said cone trolling device, in combination with track mils formed into blocks; 21' contact means for each block with which the ectmt iiig means on the vehicle coasts to e en interruption of the normal vehicle circuit; a local current supply; a iioimsl connection between the local current supply seal the said contact means; a switch in seici connec tion; means for operating the switch to 'in terrupt said normal coiinectioo when slow speed of the vehicle is requirecl; an 'lectricaliy-ectueted device brought into iiiteo posed relation between the said contact means and track rail noon the operation of the said switch wherebyseid .electriceiiyectueted levies may be opemtecl byu from the vehicle and means op ed. by said electrically-actuated device permit current from the said locei current supply to pass through the controlling device on s iiiitvfllliih eat the muted 1m 110. its

mice for indie Wicledi with It ie .i .olieti Toy the cling the said c021 ifnctlin with the o biGCZS; 9. contact which the softest- 0 effect an a normal connection crest supply and the is; :1. switch in sciai con- 1 CbiO-Zllj means opemtine' the switch to not normal connection when eiow ()1 the vehicle s required, and. timing t wrought into erposeci i'eietioil lac-- tween said. contact means and; track mil upon. the operation of the switch whereby said means may be operated by cm- .i' from ti: vehicle to fomn e circuit 25mm ins be opemteal by cue i the vehicle whee. the letters t5 the IB'Zj'flilifi i low i device for mili- "chicie 1S provided. with c; an emulating .cievice controlieci by'the setuimling the saici a iii the along track "Wits, which the actuating means on the vehicle co-acts; timing means; means for throwing the timing mews is the ciz'ciiit on the vehicle-whet] the sing cievice on the vehicle co-ects with the t means aiong the track to set the timing means motion and means octets? l by the {if Noel vehicle circui, 

